Control system for hammers



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C. L. CHARLES CONTROL SYSTEM FOR HAMMERS Oct. 10, 1939.

Filed Dec. 13, 1937 UQTZ,

2 Sheets-Sheet 1 Qct. 105 1939, c L. CHARLES 2,175,740

CONTROL SYSTEM FOR HAMMERS Filed D80. 13, 1937 2 Sheets-Sheet 2 M m l \G M H Patented Oct. 10, 1939 UNITED STATES PATENT OFFICE Carl L. Charles, Winnetka, Ill., assignor to Gas Tool Patents Corporation, a Delaware corporation Application December 13, 1937, Serial No. 179,573

3 Claims.

This invention relates to a control system for use with percussive tools, and more particularly tools of the internal combustion type.

One feature of this invention is that it provides, where the tool is being operated on a right-of-way or the like, warning of approaching danger; another feature of this invention is that warning is given in sufiicient time to permit removal of the tool and associated equipment from danger; yet another feature of this invention is that it is adapted to render a tool or tools inoperative upon the approach of such danger; a further feature is that such warning may be given from a remote spot, either manually or automatically by the passage of a train or other vehicle; another feature is that a portable automatically actuated device is provided adapted to be temporarily affixed to one rail of a track, for example; yet another feature of this invention is that improved ignition means for a group of internal combustion percussive tools is provided; other features and advantages of this invention will be apparent from the following specification and the drawings, in which:

Fig. 1 is a schematic diagram showing a group of tools being used along a track; Fig. 2 is a schematic diagram of the automatically actuated device located at a point remote from the tool; Fig. 3 is a view showing the automatic and manual actuating devices combined; Fig. 4 is an enlarged side elevation of the automatic actuating device shown in Fig. 2; Fig. 5 is a transverse view, partly in section, along the line 5-5 of Fig. 4; Fig. 6 is a top plan view of the automatic actuating device; and Fig. 7 is a circuit diagram of another form of warning or control system.

Internal combustion percussive tools have been found particularly useful'in construction, breaking, and tamping work, and such tools are frequently used in groups. Where a plurality of percussive tools of the internal combustion type are being used in a group, the noise developed thereby creates a sound level so high that other normal sounds have little or no chance of being heard by the operators thereof. Thus, a rapidly approaching vehicle is a source of considerable danger, since it cannot be heard by the operators and, if they are intent on their work, it 50 may not be seen by them,

This danger is particularly acute along railroad right-of-ways where the tools are being used for ballast tamping or other work. Modern high speed trains quite frequently attain speeds in excess of one hundred miles an hour, and at such speeds are on top of a group of workmen so soon after they are first seen that there is considerable danger unless an earlier warning of some type can be given. This is particularly true with trains having locomotives of the electric or Diesel type, since there is no smoke or steam rising from a blown whistle to call the attention of workmen to the train. Instead, there is only a small black spot down the track, perhaps unnoticed, which materializes in a very few seconds into a train approaching at terrific speed. Moreover, where there are curves in the track, cuts, or other natural barriers to vision, there is no chance at all for workmen to see such an approaching train in time to safely remove themselves and their tools from the track.

The present invention provides a control system for giving a warning of approaching danger. The system is adapted to create a very noticeable change in the sound level attendant upon operation of such tools, either by rendering all of the tools inoperative or by creating an independent audible warning of high intensity. The warning means is adapted to be actuated by a device located at a remote distance from the tools but adjacent the right-of-way, as for example, two thousand feet up the track in the direction from which a train approaches. The device located at this remote point for actuating the warning means may be automatically actuated by passage of a train, manually actuated by a flagman located at this point, or a combination of the two.

In the particular embodiment of this invention illustrated in Fig. 1 a railroad right-of-way is illustrated provided with a conventional pair of rails l0 and H. A group of internal combustion percussive tools I2 are shown along the right-of-Way as they might be used for tamping ballast, for example. These tools are of the free piston internal combustion type wherein a combustible charge is ignited in a cylinder to drive a hammer piston downwardly until it strikes a blow on the working tool, return of the piston to firing position being thereafter accomplished by a spring. The general mode of operation of tools of this type is fully disclosed in Mould Patent 1,997,072, for example, and will not be further described here. The tools preferably used for tamping work are somewhat difierent in shape and size from the tool shown in the said Mould patent, being preferably of the type illustrated in my co-pending joint application, Serial No. 97,476.

Each tool preferably has connected thereto a flexible conduit l3 carrying the Wires necessary to connect the ignition means in the tool to a spark coil [4 in order to provide an ignition circuit. This coil may, for example, be carried on the person of the operator. The coil is connected by a feeder cable [5 to a main cable It. The main cable is here shown as being laid along the right-of-way parallel to the track. The junction of the main and feeder cables is preferably effected by a plug and socket of conventional type. The main cable l6 carries, subject to control hereafter described, current supplied by a battery ll, here illustrated as a storage battery, and thus supplies current for the ignition means of each of the tools 52.

The battery if is here shown as floated across a generator l8 appropriately connected to and driven by a prime mover. This prime mover is preferably of some readily portable type, such as a small gasoline driven unit. The power of the prime mover and output of the generator l8 are so chosen as to be able to handle the ignition requirements of the number of tools designed to be used therewith, so that the battery is normally merely floating and does not have to supply current except upon failure of the generating system.

The main cable i6 is here shown as having one il and the other wire connected through the armature Zl of the relay having coil to the other armature 28 of the relay having coil 23, the other terminal 22 of the battery. The relay is of the type which is open, thus breaking the ignition circuit, when it is de-energized, the coil 23 being adapted to hold the relay closed as long as current is flowing therethrough. The current through the coil 23 passes through a length of cable 25 and a device 25 located at a point remote from the tools. In order to readily effect proper location of the device 25 the cable 2 t may, for example, comprise about two thousand feet of two-wire flexible cable. The actuating device 25 is here shown as a normally closed push button adapted to be operated by manual pressure. An indicator means of some type is provided in series with and closely adjacent the device 25, being here shown as a lamp 26. An acknowledgment button ill and a reset button 23 are provided adjacent the battery and relay, both of these being of the normally open type.

It will be noted that the circuit for energizing the coil 23 is completely independent of the sources of ignition current for the hammers, and therefore a second battery it is included in circuit with the cable 34!. Moreover, a holding relay 8i? has its coil Si in series with the coil 23, the movable member of this relay 8%] completing a shunt circuit for the buttons 27 and 28 through the wire 82. The circuit also includes an indicator lamp 83, in series with the cable 2.5 and thus with the lamp 26, but adjacent the buttons 27 and 28; and a resistor 86 in shunt around the coils 23 and M and the button 28, and having a resistance approximately equal to the direct current resistance of the said coils.

In operation, the main cable it would be laid adjacent and parallel to the track and connected to the battery and generator as shown. A flagman would then walk up the track in the direction from which a train would approach, unrecling the cable 2d as he went, until he had reached a position sufhciently remote from the tools to be able to provide ample warning of an approaching train. The operator of each tool 92 would plug his feeder cable it into the main cable at a point near where he expects to work, start his tool in accordance with known methods, and proceed to tamp or perform whatever operation is desired. In the event of the approach of a train the flagman stationed at the remote point would press the button 25, thus opening the circuit therethrough, de-energizing the coil 23, and causing the relay to open and break the supply circuit furnishing ignition current for the tools. All of the tools would thus stop simultaneously, furnishing a warning to the operators thereof of approaching danger, whereupon they would step off the track with their tools. The foreman or one of the operators would then push the acknowledgment button 2i to give a prearranged signal to the flagman by means of the indicator 2% to show that the track was clear, the indicator 83 furnishing a check on the signal. Should the workmen fail to get off the track in time, or the flagman fail to receive the acknowledgment signal for any other reason, he would flag the train in order to protect the workmen. Opening of the circuit at 25 would also, of course, cause the holding relay 8b to open, thus preventing the relay Zl from closing when the button 25 is released.

If the operators have all stepped off the track to safety and an acknowledgment of this has been received by the flagman, he would, of course, permit the train to pass. As soon as the train has passed the point at which the tools are operated, button 27! and button 23 would be simultaneously pressed by the foreman to again close the relay 2i and the holding relay 8E, and the system would then be in condition to permit work to be resumed. It is preferable to have the relay 2i stay open until manually reset, so that the ignition supply to the tools will be cut off until danger has passed regardless of the length of time the flagman may hold down the button 25.

Where it is not desired to employ a iiagman at the remote point, an automatically actuated device 353 may be used to break the circuit in the cable 25 upon the passage of a train. Where it is desired to have the advantages and protection of a flagman located at the remote point, and yet to insure against any lack of watchfulness or failure on his part, the automatic device 3f may be used in series with the manual device 25. In such a case the flagman would push the button and operate the relay 2| as described in connection with the system of Fig. 1. Should he fail to do so for any reason, however, the automatic device 36 would provide a warning by opening the circuit upon passage of a train.

One embodiment of the automatically actuated device Si; is shown in detail in Figs. 4 to 6. It comprises a base 3i provided with a pair of brackets 32 and 33 adapted to pass beneath one rail It between the ties 34 supporting such rail. These brackets are each provided with clamping members 35 adapted to grip the rail, being forced into engagement therewith by means here shown as a rotatable threaded stud 3B. The base is provided with a pair of upwardly extending brackets or members 3i and 38, these members being slotted in order to adjustably carry a member 39. This latter member has pivotally mounted thereon a movable member 66 adapted to lie closely adjacent and slightly above the upper surface of the rail ii as may be readily seen from consideration of Fig. 5. The wheel 41 of a passing train contacts this member and moves it downwardly into engagement with a stud l2 in the switch 43, serving to change the relationship of contacts in said switch, preferably opening them when the stud 42 is moved downwardly. A stop 44 prevents the member 40 from being urged out of the desired position by the spring 45 when no train is present.

This provides a very simple, rugged, and readily usable portable automatically actuated device for effecting control of the hammers through a system of the type illustrated in Fig. 1. Because of its construction it may be conveniently temporarily aiiixed to a rail at any desired point, it being only necessary to slip the members 33 between ties, tighten the studs 36 to clamp the device to the rail, and then adjust the vertical heighth of the movable member 40 by means of movement in the slots in the brackets 31 and 38. Should horizontal adjustment become necessary, it may be achieved through the studs 46 and 41.

Inasmuch as the member 40 is depressed by contact with the wheel of a passing train, it is preferable to have this member 40, once it has been depressed, stay down until the passage of the complete train. Were this not done the spring 45 would cause the member to rise after the passage of each wheel, so that the device might receive several hundred blows during the passage of one train. It will be readily appreciated that this would unduly multiply wear on the device, each impact having great force where the train is travelling at high speed. Accordingly, a locking wedge 85 is provided horizontally slidable in the mounting 86 and urged to the right (with respect to Fig. 4) by a spring 81. The wedge cooperates with a projecting portion 88, the position of this portion and the slope of the wedge being so chosen that the wedge will remain in the position shown in Fig. 4, despite the urging of the spring 81, until the member 40 has been depressed, resulting in movement of the projecting portion 88; as this portion moves the wedge will follow along under the influence of the spring, so that when the member 40. has been fully depressed it is unable to return because of the locking action of the wedge. When the train has passed, however, the fiagman can return the apparatus to the position illustrated in Fig. 4 by grasping the handle member 89 and manually moving the wedge to the left. Should the flagman have left his post, gone to sleep, or failed to reset the automatic device for any other reason, the inability of the foreman with the hammers to get the circuit in operative condition by pushing the buttons 21 and 28 would cause him to investigate.

If for any reason the foreman should desire to stop the operation of the hammers at any time, it is only necessary for him to manually open the switch 90, which also breaks the supply circuit for the ignition of the hammers, and renders them inoperative. The system thus provides a number of effective and positive controls for a plurality of hammers being operated by workmen along a railroad right of way.

Where it is not desired to positively and directly control the operation of the hammers from a remote point warning may be given by a system of the type illustrated in Fig. '7. Here a horn or siren 50 is adapted to generate an audible signal which may be clearly heard above the normal sound of the operating tools. A battery supplies current for energizing the warning means 50 when the armature 52 of the relay is closed against the contact 53. The armature is spring urged toward this contact, but may be held away from it by the relay coil 54 when energized. The cable or pair of wires 55, preferably of considerable length, serve to connect the relay to an actuating device at a remote point, which may be either manual or automatic, as described in connection with the previous forms of the invention. As long as the circuit through the wires 55 is closed the armature of the relay would remain in the position illustrated in Fig. *7, and the warning device would be inoperative; as soon as the circuit is broken at the remote point to effect a warning, however, the armature would close with the contact 53 and the horn or siren 59 generate a warning signal. An acknowledgment button 56 and a reset button 51 are provided, being similar in operation to those described in connection with Fig. 1, except that simultaneous closing of both buttons is not necessary to reset the relay, operation of button 5'! alone being sufiicient.

While I have shown and described certain embodiments of my invention, it is to be understood that it is capable of many modifications. Changes, therefore, in the construction and arrangement may be made without departing from the spirit and scope of the invention as disclosed in the appended claims, in which it is my intention to claim all novelty inherent in my invention as broadly as permissible, in view of the prior art.

I claim:

1. A control system of the character described, including: a plurality of internal combustion percussive tools adapted to be used on a railroad right-of-way, at least one or more of the internal combustion motors of said plurality of tools being continuously in operation during use of said tools and continuously creating considerable sound during such use; ignition means for each of said motors; a source of ignition current; a circuit connecting said ignition means to said source; and means in said circuit, operable from a point along said right-ofiway remote from said tools upon approach of a train, for simultaneously rendering all of said ignition means inoperative to give warning of the approaching train by the complete absence of the sound of said motors.

2. A control system of the character described, including: a plurality of internal combustion percussive tools adapted to be used on a railroad right-of-way, the internal combustion motors of said tools operating continuously even during limited movement thereof while working, said motors creating considerable sound; ignition means for each of said motors; a source of ignition current; a circuit connecting said ignition means to said source; and means in said circuit, operable from a point along said right-of-way remote from said tools upon approach of a train, for simultaneously disconnecting all of said ignition means from said source to give warning of the approaching train by the complete absence of the sound of said motors.

3. Apparatus of the character claimed in claim 1, wherein said tools are portable and continuously held in the hands of the operator during use thereof.

CARL L. CHARLES.

CERTIFICATE OF CORRECTION; Patent No. 2,175,?LLO. 4 October 10, 1939.

CARL L. CHARLES.

It is hereby certified that error appears in the printed specification of the above numbered patent requiring correction as follows: Page 2, first column, line 27, after the word "one" insert wire connected to one terminal 20 of the battery; line 50, strike out "armature 21 of the relay having coil 25, the other"; and that the said Letters Patent should be read with this correction therein that the same may conform to the record of the case in the Patent Office.

Signed and sealed this 21st day of November, A. D. 1959.

Henry Van Arsdale, (Seal) Acting Commissioner of Patents.

CERTIFICATE OF CORRECTION. Patent No 2,175,7LLO. October 10, 1959.

CARL L. CHARLES.

It is hereby certified that error appears in the printed specification of the above numbered patent requiring correction as follows: Page 2, first column, line 27, after the word "one" insert wire connected to one terminal 20 of the battery; line 50, strike out "armature 21 of the relay having coil 25, the other"; and that the said Letters Patent should be read with this correction therein that the same may conform to the record of the case in the Patent Office.

Signed and sealed this 21st da3 of November, A. D. 1959.

Henry Van Arsdale, (Seal) Acting Commissioner of Patents. 

